My first SBS-J16 lasted over 8 years. I changed it in 2019 (with like) before I went to Alaska thinking that would be a bad place for it to go bad. I was very impressed with both. I changed to the Earth X late last year and was even more impressed with the cranking power that battery has (Pponk motor). Fits nice in the Burls Battery box on the firewall. So far the battery police haven't busted me yet.

Went to a MT 3 blade prop from the 3 blade McCauley, lightened up the front of the plane what, 25 lbs? Then I was able to take the 20 lbs. of lead out of the tail.

One point to be aware of, the earth X requires 14.2V to charge properly. Most of our old voltage regulators only put out 13.7-13.9V. So you may have to add some extra coin to buy an upgraded regulator. I do like the idea of the, but I’ve been saving my pennies for electronic ignition. Maybe if I have a good spray season this summer I can splurge on both…

Zzz wrote: A lot of people have paid far more than $211 to save 10 pounds.

True-- cheap for shaving weight.
Curious if anyone feels there's any down sides to an EarthX / lithium battery?

Installation-- looks like you'd need to wire in the "fault indication" to the panel.
Plus, the EarthX ETX900TSO webpage mentions "tubing"...but doesn't explain what that's about. Venting?
Skinner pointed out that charging voltage may be more critical than with other batteries.
It might also require a special charger?
So if it drains & needs charging when you're out & about, it might be hard to find one?

Regarding the question about it fitting in a existing firewall mounted battery box.. is that even an option? From the Instructions for Continued Airworthiness document:

The battery system must be installed in such a manner and location so as to limit radiant
and convection heating. The maximum short term (30 minute) environmental temperature
of battery location should be less than 65°C. The maximum short term (30 minute)
environmental temperature of battery location while the aircraft is on the ground shall not
exceed 85°C. The battery’s normal operating temperature is -30°C to 60°C.

I don't know what the temp is in the engine compartment - but I would worry that that 65c / 145 degrees F limitation seems like it could rule out installing this on the firewall?

hotrod180 wrote:
Installation-- looks like you'd need to wire in the "fault indication" to the panel.
Plus, the EarthX ETX900TSO webpage mentions "tubing"...but doesn't explain what that's about. Venting?
Skinner pointed out that charging voltage may be more critical than with other batteries.
It might also require a special charger?
So if it drains & needs charging when you're out & about, it might be hard to find one?

I think at some point after Sun n' Fun, someone from EarthX will chime in to answer questions, as they've chosen that tier of advertising.

Zzz wrote:

hotrod180 wrote:
Installation-- looks like you'd need to wire in the "fault indication" to the panel.
Plus, the EarthX ETX900TSO webpage mentions "tubing"...but doesn't explain what that's about. Venting?
Skinner pointed out that charging voltage may be more critical than with other batteries.
It might also require a special charger?
So if it drains & needs charging when you're out & about, it might be hard to find one?

I think at some point after Sun n' Fun, someone from EarthX will chime in to answer questions, as they've chosen that tier of advertising.

Some of this is already answered in their documentation:

3) Ensure the battery is fully charged. Turn off the aircraft master switch and any other
battery loads, then measure the voltage at the battery terminals. A fully charged
ETX900-TSO battery should be approximately 13.2 volts or greater. If not, connect
an Optimate TM291 (5 amp) or TM275 (9.5amp) battery charger (or compatible
LiFePO4 type) to the battery and leave the charger “On” until the charge lights
indicate per the charger manufacturer indications.

From the spec sheet:
This battery has a
thermal runaway containment and venting system

and the ICA:
7) Visually inspect the vent tubes to ensure they are not blocked (plugged, pinched or
kinked). Replace if damaged.

hotrod180 wrote:Once they get their PMA & whatever,
I predict a lot of people wanting to substitute an EarthX for their Odyssey SBS J16 battery.
Does one of their models match up size-wise?

Yes they do. I have seen a few mounted on 182 firewalls . They just took out the Odyssey and installed the EarthX. Same box

My Plane Power R1224 voltage regulator has a voltage adjusting screw which might help with the increase in voltage required with the Earth-X.
Also anyone who has questions about the legality of changing to a lighter battery or modifying a battery box or even the location of a battery box should read AC 43.13-2B. I read it after finding an old post from MTV on a BCP thread relating to this Advisory Circular and J-16 batteries.

Add a C210-5 (C205) to the list too. Unfortunately my Concorde I bought 8 years ago is starting to show some weakness and will need to be replaced sooner than later.

corefile wrote:Regarding the question about it fitting in a existing firewall mounted battery box.. is that even an option? From the Instructions for Continued Airworthiness document:

The battery system must be installed in such a manner and location so as to limit radiant
and convection heating. The maximum short term (30 minute) environmental temperature
of battery location should be less than 65°C. The maximum short term (30 minute)
environmental temperature of battery location while the aircraft is on the ground shall not
exceed 85°C. The battery’s normal operating temperature is -30°C to 60°C.

I don't know what the temp is in the engine compartment - but I would worry that that 65c / 145 degrees F limitation seems like it could rule out installing this on the firewall?

I put a temperature sticker on my battery box and flew for an hour. Lowest temp on the scale is 171ºF and it didn't trip that. little warmer that 145 but I think we're good

I'd be curious what the performance does at the flip side of the envelope: -30C / -22F

corefile wrote:Regarding the question about it fitting in a existing firewall mounted battery box.. is that even an option? From the Instructions for Continued Airworthiness document:

The battery system must be installed in such a manner and location so as to limit radiant
and convection heating. The maximum short term (30 minute) environmental temperature
of battery location should be less than 65°C. The maximum short term (30 minute)
environmental temperature of battery location while the aircraft is on the ground shall not
exceed 85°C. The battery’s normal operating temperature is -30°C to 60°C.

I don't know what the temp is in the engine compartment - but I would worry that that 65c / 145 degrees F limitation seems like it could rule out installing this on the firewall?

I don't have a thermometer under the cowl, so can't speak to what we are actually seeing temp wise, but would guess that a C180 departing anywhere in Yuma county surely must see greater than those temps on a regular basis.

Having said all that mine has run flawlessly for several years happily in it's burl battery box. It has a smaller cable lengths better measured in a few inches rather than the stock one umpteen feet, and weights less than even the oddyssy it replaced. I can't imagine any compelling reason not to have a blue battery in your CAR3 certified aircraft if you can show compliance with CAR 3.651-2 and 3.682-4.

Take care, Rob

denalipilot wrote:I'd be curious what the performance does at the flip side of the envelope: -30C / -22F

Agreed, at for those who operate in colder temps. My Odyssey batteries have cranked just fine at.....well, let's just say "colder than -40" . Minus 22F is pretty warm, actually.

MTV